Railway car



May 3o,v 1939.

W. E. WINE RAILWAY CAR Filed Aug. 10, 1936 7 Sheets-Shee'fl 1 W. E. WINEl RAILWAY GAR May 30, 1939.

Filed Aug. 1o, 195s 7 Smets-sheet 2 May 30,1939. w. E. wma 2,160,450

RAILWAY -cAn Filed Aug. l0, 1936 7 Sheets-Sheet 3 May 3o, 1939. W- E- WINE 2,160,450

rRAILWAY elm A Filed Aug. 10, 1936 '7 Sheefcs-Sheet 4 May 30, 1939. w. E. WINE 2,160,450'

' RAILWAY GAR Filed Aug. 10. 1956 '7 sheets-sheet 5 i. A ii 554754 w. E. wma r 2,160,450

RAILWAY CAR May 30, 1939.

Filedl Aug. 10, 1936 W. E. WINE RAILWAY CAR May 30, 1939.

Filed Aug. 1G, 1936 7 Sheets-Sheet 7 Patentes Mayso, 1,939

UNITED STATES PATENTv OFFICE 23 Claims.

My invention relates to railway cars, more particularly to railway cars oi' the hopper type. Many features of the invention are, however, as those skilled in the art will appreciate, capable of adaptation to other types of freight cars.

One of the principal objects of the invention is to increase the rigidity of freight car constrution to the end that the cars will be more durable and thus have a greater life of 'ser-vice.

` Another object of the invention is to provide the floors of railway freight cars with reinforcing means which serve to tie together the adjacent structural parts of the car and to enable the use of comparatively thin floor sheets.`

Another object of the invention is to provide improved means for strengthening the connection between the center sill of the car and the transverse load carrying members thereof.

A primary feature of the invention consists in providing the inclined floor of a railway hopper car with a reinforcing member rigidly connecting the portion of the body bolster, which is in sup porting cooperation with the oor, to the center sill.

Another feature of the invention consists'in providing the inclined floor of the car with reinforcing members which project above the general level of the floor and are rigidly secured to the center sill and the transverse load carrying members.

A further feature of the invention consists in providing the inclined iioor with reinforcing members rigidly connecting the door frames of the hoppers to adjacent transverse load carrying members.

A still further feature of the invention resides in providing members projecting in opposite directions from the center sill, which rigidly connect the latter to the side sills and afford supports for the inclined floor of the car at points intermediatethe body bolster and the discharge lends of the hoppers.

v`= v'Still another feature of the invention cons lists: in providing the center* sill of the car with 45 upwardly extending portions for rigid connection y to adjoining ones of the iloor reinforcing members.

lA still further feature of the invention con-` sists in providing the center sill with oppositely extending brackets each having a substantially vertical plateA portion extending transversely of thecar for connection to a transverse load carrying.Y member. f v

- l vA .still further feature of the invention resides 55. in providing the transverse load carrying mem- (Cl. 10s-249) bers with bifurcated portions for rigid attachment to the center sill.

Other and more speciiic features of the invention, residing in advantageous forms, combinations and relations of parts, will hereinafter appear and be pointed ont in the claims,

In the drawings:v

Figure. 1 is a plan view of slightly more than one-half of a railway hopper car embodying my invention.

Figure 2 is a side elevational view of the construction shown in Figure l.

Figure 3 is an enlarged sectional view taken on line 3-3 of Figure 1.

Figure 4 is an enlarged sectional view taken on line 4-4 of Figure 1.

Figure 5 is an enlarged sectional view taken on line 5-5 of Figure 1.

Figure 6 is an enlarged sectional view taken on line 6-6 of Figure 1.

Figure 7 is an enlarged sectional view taken on line 1-1 of Figure 1.

Figure 8 is a detail sectional view taken on line 8-8 of Figure 7.

Figure 9 is a detail sectional view taken on line 9 9 of Figure 3.

Figure 10 is an enlarged sectional view taken on line lil-l0 of Figure 1.

Figure 11 is a detail sectional view taken on line II-II of Figure 10. A

Figure 12 is an enlarged sectional view taken on line I2-i2 of Figure 3.

Figure 13 is a fragmentary plan view of one end of the under frame of the car.

Figures 14 and 15 are sectional views taken on lines Il-Il and IE-IS, respectively, of Figure 13. f

Figure 16 is an enlarged sectional view taken on line IB-IG of Figure 1. l

l Figures 17, 18, 19 and 20 are enlargedfdetail, sectional views taken on lines l1|'|, IB-IB, Ill-I9 and 2li-20, respectively, of Figure 16.

4Figure 21 is a plan view of slightly more than one-half ofthe cross bearer of the car.-

Figure 22 is a side elevational view of slightly more than one-half of the cross bearer.

Figures 23 and 24 are detail sectional views taken on lines 23-23 and 24-24, respectively, of Figure 22.

Figure 25 is a plan view of slightly more than one-half of the center sill of the car.

Figure 26 is a side elevational view of slightly more than one-half of the center sill.

Figuresv27, 28 and 29` are enlarged detail sectional views taken on lines 2lb-21, Il-II, and II-II, respectively, of Figure 26.

Figure 30 is an enlarged detail sectional view taken on line "-30 oi' Figure 25.

Referring more particularly to the drawings, I indicates the center sill and I the side sills. While the side sills-are lof usual construction, being of angle shape, the center sill is preferably formed as a unitary casting extending continuously from one end of the car to the other and itis provided with substantially vertical side walls ,3 which are integrally connected by a top wall 4.,

At each end of the center sill, its top wall is substantially ilat, being disposedV in a horizontal plane, but intermediate the points at which the body bolsters 5 are connected to the center sill. the top wall is preferably arched so that, where the sill extends into the revenue carrying space of the car, lading will not be retained on the top wall but instead, whenA being discharged from the car, will be deilected onto opposite sides of the center sill.

Projecting in opposite directions from the center sill and preferably formed integrally therewith are brackets t to which the bodyybolsters l may be rigidly attached. Each of the brackets 8 is provided with a base portion -1 which projects outwardly from adjacent the lower portion of the center sill and with a substantially vertical portion Il which extends upwardly from the base intermediate its side edges in a plane substantially normal to the longitudinal axis of the car.

'I'he body bolsters of the car are preferably of truss form and they may be conveniently cast as unitary structures. Each bolster is provided with a tension member 8 which extends continuously from one side of the car tothe other above the center sill and with compression members Il which extend outwardly from opposite sides of the center sill. The tension member has a top dange or plate portion II which underlies and aiIords a support for the adjacent inclined floor of the car. 'The compression members respectively extend outwardly from the center sill in substantially horizontal directions for a limited distance to provide portions to which the side bearing wear plates I2 may be attached and from these points they'incline upwardly rather abruptly and are integrally joined at their outer ends to -the end portions of the tension member.- Each of the compression members may be advantageously formed inwardly of its outer end with a downwardly projecting arm or the like I3, whereby the bolster may be rigidly and directly conn'ected to the side sills 2.

'I'he tension and compression members are integrally united intermediate their ends by truss members Il which converge upwardly from the compression members adjacent the points to which the side bearing wear plates are attached. Converging downwardly from the tension member adjacent the upper ends of the truss members I4 are strut members II which are integrally joined at their lower ends by a horizontal plate portion I8 which is adapted to be overlapplngly secured to adjacent portions of the' top wall 4 of the center sill.

The inner ends of the compression members Il are each of substantially inverted T-shape in cross section so as'to provide a vertical web I1 and a base flange Il. If desired, the upper edge of the vertical web I'I may be formed with a rigidifying bead I9. At their inner ends, the webs I1 are bifurcated and enlarged so as to form laterally spaced plate portions 20 which are adapt- .A rr

ed so overlap oppodrmes insbe runny oonnectedtotheverticalportionsloftherespec--" tively adjacent brackets l. The inner ends of the base iianges il o! the compression members are also enlarged and they are rigidly secured in overlapping relation to the base portions 1 of the brackets I on opposite sides of the vertical portions l thereof. v

Not only does this manner of attaching the bodybolstertothecentersillinsureavery rigid connection, 'since the rivets which pass through the vertioal portions ot the bracket O are in double shear, but it eliminates the necessityofconnectingthebodybolstertothesldu of the center sill, which is diiilcult of accomplishment when the parte are made of unitary castings on account of the shrinkage ofthe metal.

The center sul ir une provided, prerersbiy m- 4 grally, withoppositely projecting brackets 2l t which the cross bearer of the car may be rigidly connected. 'I'hese brackets are similar in construction to the brackets I having base portions 22 and substantially vertical portions Il projecting upwardly from the base portions intermediate their side edges. Brackets II, however, are disposed adjacent the top of the center sill and the base portions 22 thereof may advantageously incline upwardly from adjacent the top of the sidewalls of the sill. Adjacent the brackets 2 I, the interior of the center sill is preferably reinforced, being provided with a substantially vertical web portion 2| disposed in the same plane as the vertical portions Il of# the brackets and with a horizontal web 4portion 2l disposed in al plane passing through the inner ends of the base portions 22. The brackets II maybe reinforced, if desired, by ribs or the like 2l which extend downwardly from the base portions 22 andare integrally connected with adjacent portions of the side walls 3 of the sill.

The cross bearer 21 like the body holsters, is of truss form having a top chord Il extending continuously from one side of the car to the other above the center sill and also having chords 28 which extend outwardly and upwardly in opposite directions from the center sill. being respectively connected at their outer cndsfto the endsof the top chord. 'nie inner ends oi' the bottom chord are integrally connected to the top chord by upwardly diverging truss members Il.

' The bottom chord members are `preferably of inverted T-shape having a vertical web or ange 3| which, ii desired, may be provided along itsv upper edge with a rlgidifying bead I2, and 'a base which are adapted to be overlappingly cured to opposite sides of the vertical portions 2l "of the respectively adjacent brackets 2 I. The base portions of the bottom chord members are enlarged at their inner ends, as indicatedat 8l, andare rigidly secured in overlapping relation.. to the base portions 2l of the brackets onopposite sides of the vertical portions 2l thereof. At their outer ends, the bottom chord bers are formed with bifurcated portions II are disposed outwardly of the ends of chord, so as to be overlanpinsly secured to opposite sides of adjacent side stakes l1 of thercar which, with the exception of the side stakes Il at the ends of tire holsters. are ot substantially T-shape, being provided with a stem 3lythe side and end sills.

area-iso 3 ing inwardly from the side sheets 40 of the car and a head 4| rigidly secured to the inner faces of the side sheets.

The side stakes 38 located at the ends of the bolster are of substantially Z-shape in cross section to provide laterally spaced opposltely p rojecting flanges 42 and 43, respectively, the former being secured to the side sheets which extend from the bolster to the end of the car, the latter being secured to the side sheets extending between the bolsters. The flanges of the side stakes 38Y are'connected by a web 44, the lower portion of which, together with corresponding portions of the flanges, are rigidly attached to the end portions of the bolsters.

The sides of the car adjacent the cross bearer may be advantageously strengthened by braces 45, each of which has a member 46 extending downwardly and inwardly from the adjacent side of the car and an arm 41 extending downwardly and outwardly from substantially the midpoint of member 46. The outer end of member 46 is bifurcated, as indicated at 48, for attachment to an adjacent side stake 31 and its inner end is bifurcated, as at 49, for attachment to the top chord of the cross bearer. Moreover, the outer end of arm 41 of the brace is also preferably bifurcated and enlarged, as at 50, so that it may be rigidly attached to opposite sides of adjacent portions of the top chord of the cross bearer and the side stake 31.

In addition to being integrally provided withA brackets to which the cross bearer and body bolsters may be rigidly secured, the center sill may also be advantageously integrally formed adjacent each end thereof with oppositely projecting brackets 5l to which diagonal braces 52 may be rigidly attached. Each of the diagonal braces is preferably of Z-shape in cross section having upper and lower anges 53 and 54, respectively, and a connecting web 55. The brackets 5I to which the inner ends of the braces 52 are attached are of substantially the same shape in cross section as the latter, so as to provide portions 56 and 51 to which the upper and lower flanges of the braces may be respectively secured, and a portion 58 to which the webs of the braces may be attached.

At their outer ends, each of the diagonal braces 52 are rigidly attached to adjacent portions of by the reference numeral 59, like the side sills, are each of angle shape in cross section having a vertical flange 60 and a horizontal flange 6| extending inwardly from the lower edgeof the flange 60. The end sills are, however, disposed slightly above the side sills and the diagonal braces are so formed that the upper flanges 53 thereof will be disposed in the same horizontal plane as the horizontal flanges 6| of the end sill and the lower flanges 54 will be disposed in the same horizontal plane as the horizontal flanges 62 of the side sills. By arranging the flanges of the braces in this manner, an extremely rigid connection may be secured between the outer ends of the braces and adjoining portions of the end and side sills by employing Z-shape plates 63 which are overlappingly secured to opposite sides of the braces and the horizontal anges of the end and side sills.

In a twin hopper car of the character illustrated in the drawings, there are two sets of hoppers and the hoppers of each set are arranged on opposite sides of the center sill of the car and the floor of the car, which is cus- The end sills, designatedY tomarily formed of metal sheets, inclines downwardlyvtoward the hoppers so that the lading will automatically discharge from the car upon opening of the hopper doors. Thus at the end of the car, the floor sheets incline downwardly from the end sheets 84 past the center sill to the lower edges of the hopper discharge openings, while at the center of the car, the floor sheets diverge downwardly on opposite sides of the cross bearer tnogthe upper edges of the hopper discharge opens. Although the floor sheets, as customarily built into the car. tend to strengthen the connection between the structural parts thereof I have found that the rigidity of the car as a whole may be materially increased by providing the floor with longitudinally extending reinforcing means. As

, shown in the drawings, the reinforcing means are preferably formed separate from the sheets and each may be conveniently of substantially inverted channel shape having a web 65 and downwardly extending portions 66 which respectively terminate in laterally projecting flange 61. The flanges 61 preferably underlie and thus support adjacent portions of the floor sheets 68 and, while they may be connected to the floor sheets by rivets, it is preferred to effect the connection by welding and this may be conveniently accomplished by providing the oor sheets only with openings into which the welding material is inserted. To prevent spreading of the channel reinforcements, due to the weight of the lading im'- posed thereon, plates 69 may be secured at suitable intervals to the under side of the lateral fianges 61.

Although each section of the floor of the car may be provided with any number of channel reinforcements, it is preferred that each be provided with only three, so that one may be located substantially midway between the car sides and the others equidistant from the first one and the car sides.

Accordingly, the sections of the floor adjacent the ends of the car are each provided with a reinforcing member 10 which is disposed substantially midway between the car sides and with reinforcing members 1I which are respectively located substantially midway between member 10 and the car sides. Each of the members 16 and 1I overlie and are rigidly attached to the top flange Il of the bolster by any suitable means, such as rivets, and at their outer ends each is formed with an upwardly projecting ange 12 so that, in addition to being secured to a flange 13 which extends inwardly from the lower edge of the end sheet 64 beneath the reinforcing members, it may beV directly connected to the main body portion of the end sheet.

Thelower end of reinforcing member 18 is rigidly secured to an inclined plate portion 14 which is formed integrally with and projects upwardly from the center sill. This plate portion forms, in effect, a continuation of inclined flanges 15 which project laterally from the center sill to support adjoining portions of the floor sheets.

Reinforcing members 1| which extend downwardly into the hoppers are rigidly attached, as may be clearly seen in Figure 5, to the bottom portions 16 of door frames 11 secured to the hoppers at the discharge ends thereof. To support the floor sheets, as well as members 1l, intermediate the body bolster and the discharge ends of the hoppers, angularly shaped members 18 are preferably employed. 'I'hese members may be advantageously of Z-shape in cross section, each being provided with upper and lower flanges 18 and 80, respectively, the former being in supporting engagement with the .under side of the floor, and with a connecting web 8|. At their inner ends, each of the members 18 is rigidly connected to` the upper portions of the oor supporting flanges V of the center sill which are depressed, as indicated at 82, an amount equal to the thickness of the upper ilanges 18 of the members.` At their outer ends, each of the members 18 is rigidly connected by abracket 88 to the adjacent side sill, the bracket having a flange '8l connected to the web 8| of the member and the flange 85 connected to the inwardly extending flange 82 of the side sill. Where the reinforcing members 1I cross the member 18, theyare riveted thereto and the oor sheets are'also preferably connected to members 18 by welding in the same manner as the iloor sheets are connected to the reinforcing members 10 and 1I.

The iloor sections adjacent the center of the car which diverge downwardly on opposite sides of the cross bearer are each provided with reinforcing members arranged in a manner substantially the same as the reinforcing members in the end floor sections. section is provided with a reinforcing member 88 which is disposed substantially midway between the sides of the car and serves to rigidly connect the cross bearer with the center sill and with reinforcing members 81 which are respectively disposed on opposite sides of member'86 substantially midway between the latter and the adjacent car sides. Reinforcements 81 serve to rigidly connect the cross bearer to the door frames of the hoppers which are respectively secured at their upper inner corners to the center sill within depressions indicated at 95.

To effect a secure connection between reinforcing member 86 and the center sill, the latter is provided with an upwardly inclined plate portion 88 similar to the plate portion 14 and it likewise forms a continuation of laterally projecting flanges 89 with which the center sill is integrally provided for supporting adjacent portions of the adjoining iioor sections. At its opposite end, member 88 is provided with a substantially vertical flange 98 so that it may be rigidly secured to the web 9| of the top chord 28 of the cross bearer.

The other reinforcing members 81 of the floor sections adjacent the center of the car are each secured at their lower ends to a flange 92 which extends upwardly from the top of the door frame 11 and at their upper ends each is rigidly secured to the top chord member of the cross bearer in the same manner as member 86.

Intermediate the portions of the top chord member 28 to which the reinforcing members 88 and 81 are secured, the web of the top chord is preferably provided between its upper and lower edges with ribs 83 which project outwardly from the web a distance equal to the thickness of the end flanges 90 of the reinforcing members. These ribs 98 serve to eliminate the necessity of offsetting the upper ends of the adjacent floor sheets at the points where they pass from lapping engagement with the web of the chord member into lapping engagement with the end anges of the reinforcing members. The ribs also serve to strengthen the top chord member `where it is apertured to receive the rivets by which the door sheets are connected thereto and, at those points, the ribs are formed as circular Thus each center floor,A

bosses I4. The upper surface of the top flange Il of the body bolster may also be formed with ribs and bosses similar to those with which the cross bearer is provided.

From the foregoing. it will be perceived that simple and effective means forming part of the car floor have been provided for rigidly connecting to the center sill the portion of the transverse `will be extremely rigid. Moreover, since, in the present embodiment of the invention, the floor reinforcing means are formed separate from the floor sheets and as they function independently of the latter to rigidly connect adjoining structural parts of the car, sheets of materially lighter gauge than those which are 'customarily employed in hopper car construction may be used. This makes it economically feasible to use the more expensive special alloy steel sheets which will not rust and this is of particular importance in hopper car construction especially when the cars are used in the transportation of coal, because the floor sheets of such cars corrode rapidly.

What I claim is:

1. A railway hopper car having a center sill, a body bolster having a portion disposed above the center sill, an end wall, and an inclined floor extending downwardly from the end wall toward the center sill, said floor including a plurality of metal sheets extending longitudinally of the car and a beam interposed between the adjoining side edges of two of said sheets and projecting above the general level of the floor, said beam being rigidly secured to the center sill, the body bolster and the end wall and being provided with oppositely projecting flanges connected to adjacent portions of the adjoining sheets.

2. A railway hopper car having a center sill, a

`transverse load carrying member having a portion disposed above the center sill, and an inclined floor, said floor including a beam of anguiar cross section extending longitudinally of the car rigidly connecting said portion of the load carrying member to the center sill, and metal sheets disposed on opposite sides of said beam and rigidly secured thereto, said beam projecting above the upper surface of said sheets and serving as a partial support therefor.

3. A railway hopper car having a center sillfa transverse load carrying member having a portion spaced above the center sill, and an inclined floor, said floor including a plurality of metal sheets extending longitudinally of the car. and a reinforcing member interposed between the adjacent longitudinal edges of the sheets and having oppositely projecting anges secured in lapping relation with said sheets, .said reinforcing member being of angular cross section and rigidly connecting said portion of the transverse load carrying member to the center sill.

4. A railway hopper car having a transverse load carrying member and an inclined floor, said floor including a downwardly opening channelshaped member extending longitudinally of the car and provided with oppositely projecting flanges, and metal sheets disposed on opposite sides of the channel and; rigidly secured to said flanges, said sheets and channel member being connected to the load carrying member.

5. A railway hopper car having a center sill, a

cross bearer having a portion disposed above the center sill, and iloor portions diverging downwardly on opposite sides of the cross bearer, each of said floor portions including a beam member and metal sheets disposed on opposite sides oi said beam member andsecured thereto, said beam member forming a part ci the upper surface of the floor and rigidly connecting the center sill and the portion oi the cross bearer disposed above the center sill. j

6. A railway hopper car including a center sill, hoppers disposed on opposite sides of the center sill, an inclined oor extending downwardly past the center sill to the discharge ends of the hoppers, and a body bolster underlying and rigidly secured to the floor, said floor including inverted substantially U-shaped beams projecting above the general level of the iloor and respectively extending continuously from adjacent the body bolster to adjacent the discharge ends of the hoppers, and metal 'sheets disposed on opposite sides of the beams and rigidly secured thereto.

7. A railway hopper car including a center sill, a body bolster, lhoppers disposed o opposite sides of the center sill and each having a door frame deilning a lading discharge opening, and an in clined floor extending downwardly from the body bolster to said door frames, said floor including a plurality of metal sheets spaced from each other transversely of the car and beam members respectively interposed between the sheets and closing the spaces between them, said beam members being respectively secured to and rigidly connecting the door frames and holsters.

8. A railway hopper car including a center sill, a body bolster, an end wall, hoppers on opposite sides of the center sill and each having a door frame defining a lading discharge opening, and an inclined floor-extending downwardly from the end wall to said door frames, said floor including a plurality of metal sheets spaced from each other transversely of the car and upwardly projecting beam members extending longitudinally of the car interposed between said sheets, said 45 beam members being respectively secured to and rigidly connecting the door frames, the body bolster and the end wall.

9. A railway hopper car including a center sill, a body bolster, hoppers on opposite sides of the 50 center sill respectively having door frames delining lading discharge openings, and aninclined iloor extending downwardly from the bolster to the discharge ends of the hoppers, said floor in cluding a plurality of metal sheets spaced from each other transversely of the car and angularly shaped beam members extending longitudinally of the car on opposite sides of the center sill, said beam members being respectively interposed between said sheets and rigidly connecting the portions of the door frames adjacent the bottom of the lading discharge openings to the body bolster.

10. A railway hopper car including a center sill, a load carrying member, hoppers on oppo- 5 site sides of the center sill respectively having door frames defining lading discharge openings, a plurality of floor sheets spaced transversely of the car extending downwardly from the load carrying member to the door frames and angu- 70 larly shaped beam members respectively interthe cross bearer to the door frames, said iloor including a plurality of metal sheets spaced from 'each other transversely of the car and beam members respectively interposed between said sheets and connecting the door frames to the pross bearers.

12. A railway hopper car including a center sill, a body bolster, a cross bearer, hoppers disposed on opposite sides of the center sill and respectively having door frames deiining lading discharge openings, angularly shaped beam members respectively connecting the upper portions of the door frames to the cross bearer and the lower portions of the door frame to the body bolster, and metal floor sheets spaced transversely of the car and respectively secured to said beam members, said sheets and beam members together forming the oor of the car.

13. A railway hopper car including a center sill, an inclined iloor, a body bolster having a portion disposed above the center sill for supporting the floor, oppositely projecting brackets rigid with the center sill and respectively having substantially vertical plate portions rigidly secured to the body bolster, and an angularly shaped member secured in overlapping relation to the top of said portion of the body bolster for `connecting said portion to the center sill, said member forming -a portion oi the floor and projecting above the general level thereof. 14. A railway hopper car including a center sill having an upwardly projecting portion, an inclined floor, a load carrying member rigidly secured to the center sill and having a top portion disposed above the latter in supporting cooperation with the oor, and an angularly shaped beam member forming a part of the floor and rigidly secured to said projecting portion of the center sill and to said top portion of the load carrying member, said beam member having a portion projecting above the general level of the floor.

l5. A railway hopper car including a cast metal center sill having a top wall integrally provided with an upwardly projecting portion, an inclined floor, a body bolster rigid with the center sill having a portion disposed above the latter in supporting cooperation with the floor, and an angularly shaped member rigidly secured'to said projecting portion of the center sill and to said l'portion of the body bolster, said angularly shaped member forming a part of the floor and projecting above the general level thereof.

16. A railway hopper car including a center sill having a projecting portion, a cross bearer rigid with the center sill having a portion disposed above the latter, and a downwardly extending angularly shaped beam member forming a part of the door of the car rigidly secured to said projecting portion of the center sill and to said portion of the cross bearer, said beam member having a portion projecting above the general level of the floor.

17. A railway car including a center sill having oppositely projecting brackets each including a base portion and an upright portion projecting upwardly from the base portion interme diate the side edges thereof, and a load carrying member rigidly secured to said upright portions of the brackets and to the base portions thereof ,on opposite sides of the upright portions.

18. A railway car including a center sill having oppositely extending brackets each being provided with a substantially uprightv portion, and a load carrying member having portions overlappingly secured to opposite sides oi' the upright portion o! each oi.' said brackets.

19. A railway car including a center sill having oppositely projecting brackets each being provided with a base portion and with an upright portion disposed intermediate the side edges of the base portion, and a load carrying member having portions respectively secured to the base 15 portions of the brackets and being also secured to said upright portions in overlapping relation with opposite sides thereof.

- 20. A railway car including a center sill having oppoaitely projecting brackets disposed adjacent the upperV portion thereof, each of said brackets having a base portion and an upright portion lprojecting above the top oi the center sill. and a load carrying member rigidly secured to each ot the portions of said brackets.

21. A railway car including a center sill havy ing oppositely extending brackets each being pro- `having portions extending outwardlyin opposite directions from the center sill, the inner ends of said portions of the load carrying memberv being biiurcated and secured to said brackets in overlapping relationwith oppodte sides of the upright portions thereof.

22. A railway car including a center sill integrally provided with oppositely extending brackets each having a base' portion and a substantially upright portion extending transversely of the car, and a load carrying member having portions extending in opposite directions from the center sill, the inner ends o! said portions oir the load carrying member being biiurcated to respectfully overlap opposite sides of the upright portions of the brackets and being rigidly secured to said upright' portions and to said baseV 

